Control device



Feb. 24, 1942; J. C. MCCUNE 2,273,972

CONTROL DEVICE Filed Nov. 22, 1940 INVENToR IJ- JOSE PH C. MQCUN E ,n l .BW-'M5444 ATTORNEY Patented Feb. 24, 1942 'STATES PATENT Vorrici:

\ LcoN'raoL DEVICE TheWestinghouse Air Brake Company,

Edgewood, Pa., assigner to Wil- ` -merding, Pa., a'corporation oflennsylvania Application November z2, 1940, serial No. 366,608 anims. (ci. 19a- 2)A This invention relates to railwayvehicle 'controlling equipments, and more particularly to a fluid pressure responsive apparatus for controlling. both propulsion and braking of a'vehicle.

In order to provide adequate transit service in large metropolitan areas, it hasbeenproposed to operate trains made up of vehicles each of which is equipped with .independent brakingV and propulsion control apparatus, together with means whereby suchvehicles are adapted to be operated simultaneously by a motorrnan stationed in the leading vehicle. To insureease .of operation of the train of vehicles so equipped, it is desirablel to provide means on each vehicle which is operative to actuate `both the (associated brake` .con-

trolling means and the propulsion controlling l means in exactly similar increments or steps, with respect tothe similarapparatus on each of the other vehicles, asdetermin'ed by vvariations in the pressure of iiuidA in a control pipe extending throughout the train. brake'and propulsion control actuator designed'lto provide thefeat'ures just mentioned is disclosedfan'd broadly claimed in the United `.States Patent YNo."2,215,355 'issued May 9, 1940, to'Ellis EHeWit-'Q'Whicn has been assigned to the assignee of th'e' present application.

The principal object of this invention is to provide animprcved propulsion and braking control actuator devicewhich may be 'employed in a train system of thel abovetypeandwhich comr prises fluid` pressure Operatedmeansadapted for association with brake and propulsion controllers of any suitable design, the actuator device being operable to provide denitemechani'cal Inovements thereof in response to'variations sure of fluid in a control pipe.

Other objects and advantagesof the invention will be apparent in the`"foll'owing description thereof, taken in conjunction with" the accom'- panying drawing, in which Fig. 1 is a schematic View of 'a brake and propulsionv 'control'system for a plurality of vehicles,` the'systein including actuatorv devices constructed inacco'rdancewith the invention; andFig.` 2 is `a ldiagraimnaltic sectional view .illustrating in'enlarged' detail a single brake and propulsion Ycontrol actuator of the type showninFig. 1; f 1 j f As shown in Fig. l, atrain'control systemembodying Amy invention may comprise a plurality of Vbrake and propulsionl actuatordevices I0, each of Which is mounted on` oneof the vehicles in the train in operative association with, the` usual brake controller and propulsion controller thereof, a supply pipe II extending throughout the train and connectedwith a reservoir I2 carried on the leading vehicle, anda 'control pipe I3, whichV also extends throughout'the train and is normally charged with fluid yat a predetermined pressure --that inayfbe lincreased or kdecreased at will by-` operation of arnotonrnans"control` valve in presdevice I5. 'The control valve deviceV I5 maybe of anyv suitable construction, and is preferablyoij the Seli-lapping type operable to maintain a fluid pressure in the control pipe .IIA corresponding withrthe position of a handle I6. kAs is herein-` after more fully explained, the control'valve de vice is adapted to be operated tog/increase the pressure of fluid inthe control-pipeabove the normal pressure when it is desired to effect propulsion of the train, and toeffect `reduction in the control pipe pressurelwhen it is desired to cause an application of the brakes.

Referring to Fig. 2,-l the` control-equipment adapted to be carried by each vehicle includes the actuator device I0, the various elements of Which may be mountedy withinfa housing 20, a rotary propulsion controller 2'I, Which/has an operating vshaft 22 extending through asuitable aperture l vehicle brakes in accordance With movement of the rotary shaft 24, and may, for example, be constructed somewhat similarly to `that shownv in my .United States APatent 2,112,423, 'issuedv on March,29,.1938. ,Y

Mounted within the housingvZil is an operating cylinder 21, inwhich is slidably mounted a pis-1 to-nf28 having a' pistony rod 29 extending out-` wardly of thecylinderl The piston 28 is subject on one side to the pressure'exerted by a coil spring 3|, one end of which bears against an innerwall of the cylinder 21, and which spring is under operating conditions opposed bythe pressure of' fluid in a chamber 32"formed at the oppositeside of the piston and .closed by a cylinderlhead`33 that is secured to the cy1inder,.2l.v Th portion of the piston rod "29 extending outwardly of thel cylinder 21 has formedthereon la rack portion 35,.Which, with thepiston rod dis-f posed in the normal or coasting position as shown in the drawing and hereinafter explained, is maintained in operative alignment with a pinion 3 6 associated with the brake controller device23 and with a pinion 3'! that is associated with the propulsion controller device 2I. y .9 H The pinion 36 is mounted on a yshaft that is suitably 'journaled in the housing'2ll, and is op;V eratively engaged with a 'geaif38 that is keyed or otherwise secured to the brakeoperating shaft gagement with a gear 39 carried by the propulsion controller shaft 22. It will be observed that the rack portion 35 of the piston rod 29 is so arranged that upon movement to the left from the normal coasting position, the teeth formed thereon will operatively engage the teeth of the pinion 36, while upon movement of the rack portion from its coasting position to the right, it will effect operation of lthe pinion `3l'.

The end of the piston rod 29 opposite that extending into the cylinder 21 is preferably formed as square in cross-section, and is slidably guidedin a suitable channel formed in a guide member 4|` that is secured to the housing 26. 'I'he piston rod is lthereby prevented from accidental rotation out of the position in which it is shown. Extending from the upper surface of the piston rod 29 adjacent the rack portion 35 thereof is a vertically-disposed post 42, which carries at the upper end thereof a clevis portion 43 in which is journaled a roller 44, the purpose of which will hereinafter be explained.

For controlling the supply and release of fluid under pressure to and from the piston chamber 32 there are provided a supply valve assembly 46 and a release valve assembly 41, which assemblies are separately mounted in suitable casing structures carried by the housing 20 of the actuator assembly. Formed in the casing of the supply valve assembly 46 is a valve chamber 5|! which communicates with the supply pipe and has mounted therein a supply valve element 5| which is arranged to control communication from the valve chamber to a chamber and passage 52 formed in the casing. The valve member 5| is normally urged into seated position as shown in the drawing under the force of a spring 54 interposed between the valve member and the end wall of the valve chamber 50. A fluted guide stem 55 is carried by the valve member 5| and terminates 'in a plunger 56 which is slidably mounted in a suitable bore formed in the casing. Suitable packing means, not shown, may be provided for preventing leakage of fluid under pressure from the chamber 52 past the plunger 56.

The release Valve assembly 41 comprises a casing having a valve chamber 6U which contains a release valve element 6| that is normally urged into seated position under the force exerted by coil spring 62 disposed in the chamber. The valve element 6| is provided with a fluted stem 63 extending through a suitable bore and into a chamber 64, which communicates with the atmosphere by way of a passage 65. A plunger 66 is carried by the iiuted stem 63 and extends outwardly of the casing of the release valve assembly 41, it being observed that this plunger and the similar plunger 56 are disposed at opposite sides of the roller 44 carried by the movable post 42. 'I'he valve chamber 6U communicates by way of a pipe 61 with the passage 52 of the supply valve assembly, and also communicates with the piston chamber 32 by way of restricted passage 69 formed in Directly above the supply valve assembly 46 there is secured to the housing a control cylinder 1|, which has operatively mounted therein a piston 12 having formed at the upper side thereof a piston chamber 13 that communicates with the control pipe I3 previously mentioned. A coil spring 14 is preferably interposed between the lower end wall ofthe cylinder 1| and the piston 12 for biasing that element upwardly. The pisa pipe 68 and a the cylinder head ton has a stem 15 which is vertically aligned with the plunger 56 and extends outwardly of the cylinder 1| as shown in the drawing.

According to the invention, a movable beam 89 is provided for controlling operation of the valve elements 5| and 6|. The beam end thereof is pivotally connected by means of a pin 8| to the lowermost portion of the piston stem 15, while the central portion of the beam is fulcrumed on the roller 44 carried by the post 42 and piston stem 29. The end of the movable beam 89 opposite that carrying the pin 8| projects into operative alignment with the plunger 66 and is subject to the downward force of a coil spring 83, which is interposed between an upper wall of the housing 26 and a movable member 84' carrying a roller 85 that is adapted to engage the beam. Suitable guide elements 86 are preferably secured to the housing at opposite sides of the movable member 84 for preventing lateral displacement thereof during operation of the mechanism. It will be understood that the spring 83 is thus arranged to act through the medium of the movable beam to oppose downward movement of the piston 12 by the pressure of fluid supplied to the chamber 13. The beam 88 is of course adapted to be tilted about the roller 44 for actuating either of the plungers 66 and 56, in accordance with the selected operation of the apparatus.

Operation Operation of the single brake and propulsion actuator device as shown in Fig. 2 will now be described in detail, it being understood that all of the actuator devices IJ on the separate vehicles of the train illustrated in Fig. l are effected simultaneously and in the same manner, in accordance with manipulation of the control valve device l5 on the leading vehicle. When the brake and propulsion control system is initially charged, fluid under pressure is supplied from the reservoir |2, shown in Fig. 1, to the supply pipe and by way of the control valve device |5 on the leading vehicle to the control pipe 3, the fluid pressure in the latter pipe being normally maintained at a predetermined value as already explained.

When the pressure of fluid in the chamber 13 of the actuator device I0 is thus initially increased to the normal value by liow of fluid thereto from the control pipe I3, the piston 12 is moved downwardly against the force of the spring 14, and thereby acts through the medium of the stem 15 and pin 8| to tilt the beam 89 in a clockwise direction about the roller 44, which it will be understood is initially disposed in its innermost position, this being the position in which that element together with the piston rod 29 and p1ston 28 are maintained by the spring 3| while the chamber 32 remains uncharged. Upon downward movement of the piston rod 15 by the piston 12, however, the adjacent end of the beam 80 is carried downwardly inte engagement with the plunger1 56, which is thereby actuated to effect unseatmg of the valve element 5| against the force of 'the spring 54. Fluid under pressure is then quickly supplied from the supply pipe past the unseated valve element 5| and through the chamber and passage 52, pipe 61, valve chamber 6|), pipe 68, and passage 69 to the piston chamber 32, where the pressure of fluid becomes effective to shift the piston 28 to the right, as viewed in Fig. 2. When the piston 28 and piston rod 29 have thus been moved against the force savages/2 of the spring 3l` into the coasting position as i1- lustrated, the roller 44 is so positioned with respect to the movable beam Silas to provide sufcient leverage to render the spring 83 effective to tilt the beam into a substantially horizontal position, it being understood that the several operaing elements of the actuator mechanism IIIA are in practice proportionedi and adjusted'to assume the coasting position so long as the pressure of fluid in the control pipe- I3 and piston' chamber 13 is maintained at the normal predetermined value. When the beam 80 is moved to the coasting position, the supply valve element 5I is of course lifted into engagement with its seat for cutting off further supply of fluid under pressure to the piston chamber 32.

With the piston rod 29 thus maintained in coasting position, the rack portion 35 thereof is disposed between the two pinions 36 and 31, it

being understood that the brake controller 23 is at this time held in brake releasing position, while the propulsion controller 2I is disposed in its inoperative position for cutting off the supply of power to the propulsion motors of the vehicle.

In order to eiect operation of the driving motors for the purpose of propelling the vehicle, the operator manipulates the control valve device I 5 so as to cause an increase in pressure of uidin the control pipe I3 above the normal pressure.

Upon the consequent increase inthe pressure of fluid in the piston chamber 13 of the actuator mechanism I0, the piston 12 ismoved downwardly from its intermediate or coasting position and through the medium of the piston stem 15 tilts the beam 88 in a clockwise direction about the shifting the piston 28 and the piston stem 29 out of the coasting position, thereby bringing the rack portion into operative engagement with the pinion 31 for effecting operation of the propulsion controller` 2l, it being understood that the usual rotary switch elements included in the propulsion controller are thereby actuated to complete suitable circuits, not shown, for effecting operation of the propulsion motors in the usual manner.

The rate of operation of the vehicle propulsion motors is of course determined by the angle through which the propulsion controller 2| is turned, and consequently in accordance with the distance traversed by the piston 28 and associated elements of the actuator mechanism, the movement of which is in turn controlled to correspond to the degree of increase in the pressure of lluid in the control pipe I3 above the normal pressure previously mentioned. When the piston 28, piston rod 29 and roller 44 carried thereby has been shifted to a position corresponding to the selected pressure of fiuid in the control pipe I3, the spring 83 is again rendered effective to balance the downward force exerted by the piston 12, whereupon theY beam 80 is rotated in a counterclockwise direction about the roller 44 for permitting the valve spring 54 tomove the valve element 5I into seated position as shown in Fig. 2. When thesupplyof fluid under pressure to the piston chamber 32 is thus cut off, further movement ofthe piston 28 and elements associated therewith is prevented.

It should be understood that all ofthe actuator mechanisms I6 on the vehicles of the train shown inFig. l are adapted to respond in exactly the 'same manner to the increase in control pipe pressure as just explained, so that the propulsionmotors ythroughout the train are operated at a' substantially. uniform rate according to the will of the motorman operating the control valve device I5 on the leading vehicle. It will be'further evident that the speed oi the train may be increased or decreased as desired by controlling the pressure of fluidin the control pipe I3'through the medium of control valve device, each of the several actuator mechanism I8 being-adapted torespond quickly, as already explained, toeach variation in control pipe pressure for effecting corresponding operation of the propulsion motors.

kWhen it is desired toy out off the supply of power tothe vehicle motors, the pressure of uid in the control pipev I3 is again restored to the normal value by operation of the motormans control valve device. Upon the resultant upward movement of the control piston 12 by the spring 14, in response to the reduction in control pipe pressure in the chamber 13, the spring 83 is rendered eiective to tilt the beam 86 in' a counterclockwise direction about the roller 44 until the free end oflthe beam is brought into operative engagement with the plunger 66 for unseating the release valve element 6I against the force of the spring 62. With the release valve 6! unseated, fluid under pressure is vented from the piston chamber 32 by way of the restrictedfpassage 69, pipe 68, valve chamber 60, and port 65, and the spring' 3| is thus rendered effective to shift the piston 28 and rod 29 toward coasting position.

As thev rack portion 36 of the piston stem 29 is `thus returned to its coasting position, it effects operation ofthe propulsion controller 2I through the medium of the gear pinion 31 and gear 39, for thereby moving the usual switch mechanism of the 'controller to power-01T position. When the roller 44 has been carried to the coasting position, the control pipe pressure acting on the piston 12 is again-balanced with the force of the spring 83 through the medium of the beam 80, and the latter element is consequently returned to its horizontal position for permitting the release valve element 6I to be moved into seated position by the springGZ, thus stopping movement of the piston 28 in its illustrated position.

When it is desired to effect an application of the brakes, the controlvalvedevice on the leading vehicle is operated in the usual manner to effect reduction of pressure of iiuid in the control pipe I3 from the normal value to a value corresponding to the desired degree of brake application desired. Upon the consequent reduction in force of control pipe pressure acting downwardly through the medium of the piston 12 and stem 15 on the beam 86, the spring 83 moved thel` member and roller 84 downwardly so as to tilt the beam 88 about the roller 44 in acounterclockwise direction, the adjacent end of the beam being at the same time brought into operative engagement with the'stem 66 for unseating the release valve element 6I. Fluid under pressure is thereby vented iromthe piston chamber 32 in the manner hereinbefore explainedso that'thespring 3| isrenderedeffective to shift the piston 28 and piston rod 29 to the left as viewed in Fig. 2. In so moving the piston rod 29 carries the rack portion 35 into operative engagement with the pinion 36 for effecting operation o'f the brake controller 23 to initiate the desired application of the brakes. After the roller 44 carried by the piston rod 29 has been moved far enough to the left, as viewed in the drawing, to effect substantial balancing of the opposing forces of control pipe pressure and spring pressure acting on opposite ends of the beam 80, the latter member is again tilted into its horizontal position for permitting movement of the valve element El to seated position for cutting off further discharge of fluid under pressure from the piston chamber 32. 'I'he piston 28 and associated movable elements of the actuator mechanism are thus held in the position assumed in response to the selected degree of reduction in control pipe pressure.

It will be understood that, as hereinbefore eX- plained in connection with operation of the actuator mechanism in controlling the proportion motors, each of the actuator mechanisms in the train is adapted to effect application of the associated brakes with substantially the same degree of force, and simultaneously with operation of the other actuator mechanism throughout the train. It will further be apparent that the motorman can graduate the application of the brakes as desired by varying the pressure of fluid in the control pipe, thereby effecting corresponding movement of each of the brake and propulsion control actuator mechanisms in the manner just explained.

' From the foregoing description it will be apparent that an actuator device constructed in accordance with my invention may be employed in a brake and propulsion control system of the fluid pressure operated type and is operative to effect defini-te mechanical movement of either the associated brake controller or the propulsion controller as predetermined in accordance with variations in pressure of fluid in a control pipe.

While one illustrative embodiment of the invention has been described in'detail, it is not my intention to limit its scope to that embodiment or otherwise than by the terms of the appended claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

l. A brake and propulsion control actuator mechanism for a vehicle, comprising, movable abutment means subject to pressure of uid in a chamber, a spring for biasing said abutment means in opposition to said iiuid pressure, means operable on movement of said abutment means in one -direction for controlling the propulsion of the vehicle and on movement thereof in another direction for effecting application of the brakes, valve means controlling the supply and release of iiuid under pressure to and from said chamber, and means subject to a variable control pressure for actuating said valve means and including a movable beam, and a fulcrum therefor positioned by lsaid movable abutment.

2. A brake and propulsion control actuator mechanism for a vehicle, comprising, movable abutment means subject to pressure of fluid in a chamber and constructed and arranged for movement from a normal position either in one direction for controlling the propulsion of the vehicle or in another direction for effecting application of the brakes, a movable fulcrum eleasesora ment adapted to be positioned according" to movement of said abutment means, supply and release valve means controlling the pressure of fluid in said chamber, a beam rockably supported on said fulcrum element and adapted to control said valve means, a biasing spring cooperative with one end of said beam, and fluid pressure operable means cooperative with the other end of said b'eam, said fluid pressure operable means being arranged for directing the ultimate positioning of said movable abutment means.

3. A brake and propulsion control actuator mechanism for a vehicle, comprising, movable abutment means subject to pressure of fluid in a chamber and constructed and arranged for movement from a normal position either in one direction for controlling the propulsion of the Vehicle or in another direction for eiecting application of the brakes, a movable fulcrum element adapted to be positioned according -to movement of said abutment means, supply and release valve means controlling the pressure of fluid in said chamber, a beam rockably supported on said fulcrum element and adapted to control said valve means, a biasing spring arranged to exert a force on said beam at one side of said fulcrum element, and fluid pressure operated means arranged to exert an opposing force on said beam at the other side of said fulcrum element, whereby Variations in a control fluid pressure acting on said fluid pressure operated means will be eiTective to govern the positioning of said movable abutment means.

4. In a brake and propulsion control equipment for a vehicle, in combination, an actuator member constructed and arranged for movement from a normal position either in one direction for controlling the propulsion of the vehicle or in another direction for controlling operation of the vehicle brakes, a piston subject to pressure of fluid in a chamber for operating said actuator member, supply valve means for said chamber, release valve means therefor, a tiltable beam having its ends operatively aligned with said two valve means, respectively, means subject to a variable control pressure for loading one end of said beam, spring means exerting a relatively constant biasing force on the other end of said beam, and a movable fulcrum element for varying the leverage ratio of said beam according to operation of said actuator member.

5. A brake and propulsion control actuator mechanism for a vehicle having a brake controller and a propulsion controller, comprising a movable abutment subject to pressure of fluid in a chamber, a spring, actuator means having a coasting position and movable in one direction by a preponderant force of said spring to operate said brake controller and movable in another direction by a preponderant fluid pressure acting on said movable abutment for operating said propulsion controller, valve means controlling the increase and reduction of fluid pressure in said chamber, uid pressure operated means responsive to a variable control pressure, a beam element constructed and arranged to operate said valve means in response to operation of said uid pressure operated means, and a movable fulcrum element carried by said actuator means and cooperative with said beam element to effect lapping of said valve means when said actuator means is in a position corresponding to said variable control pressure.

JOSEPH C. MCKCUNE. 

